Apparatus and method for land transportation



1961 H. A. TOULMIN, JR 2,969,751

APPARATUS AND METHOD FOR LAND TRANSPORTATION Filed Dec. 7, 1955 8Sheets-Sheet 1 INVENTOR HARRY A. TOULMl/V, Jz

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ATTORNEYS Jan. 31, 1961 H. A. TOULMIN, JR 2,969,751

APPARATUS AND METHOD FOR LAND TRANSPORTATION Filed Dec. 7, 1955 aSheets-Sheet z HARRY A. TOULM/IV, Jr

BY W 'M ATTORNEYS 1961 H. A. TOULMlN, JR 2,969,751

APPARATUS AND METHOD FOR LAND TRANSPORTATION Filed Dec. 7, 1955 8Sheets-Sheet 3 Fig.5

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ATTORNEYS Jan. 31, "1961 H. A. TOULMIN, JR 2,969,751

APPARATUS AND METHOD FOR LAND TRANSPORTATION Filed D80. 7, 1955 8Sheets-Sheet 4 1N VENTOR HA Rf? Y A. TOUL M/N, Jr.

ATTORNEYS H. A. TOULMIN, JR 2,969,751 APPARATUSAND METHOD FOR LANDTRANSPORTATION Filed Dec. 7, 1955 Jan. 31, 1961 8 Sheets-Sheet 5 F/g./050 /00 9a II I mu L IN VENTOR HA RR) A. TOUL MIN, Jr

BY ml ATTORNEYS Jan. 31, 1961 H. A. TOULMIN, JR

APPARATUS AND METHOD FOR, LAND TRANSPORTATION Filed 8 1955 8Sheets-Sheet 6 /63 Hg. 23 /6A\? [HI/8547a, l6?

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ATTORNEYS APPARATUS AND METHOD FOR LAND TRANSPORTATION Filed Dec. '7,1955 Jan. 31, 1961 H. A. TOULMIN, JR

8 Sheets-Sheet 7 ODOOOOOOOOOOOOO OUODOOOOD Fig/6 1N VENTOR HARRY A.TOULM/N, J1:

k I I BY a ATTORNEYS Jan. 31, 1961 H. A. TOULMIN, JR 2,969,751

APPARATUS AND METHOD FOR LAND TRANSPORTATION Filed Dec. '7, 1955 8Sheets-Sheet 8 INVENTOR HARRY A. TOULM/N, J/r

BY M L1;

ATTORNEYS United States Patent APPARATUS AND METHOD FOR LANDTRANSPORTATION Harry A. Tonlmin, Jr., Dayton, Ohio, assignor to TheCommonwealth Engineering Company of Ohio, Dayton, Ohio, a corporation ofOhio Filed Dec. 7, 1955, Ser. No. 551,662

7 Claims. (Cl. 105-74) The present invention relates to landtransportation, more particularly, to a high speed land vehicle adaptedfor operation both on a rail or upon a road.

The problem confronting transportation agencies is to provide a vehiclethat can travel at high speeds from 100 to 300 miles an hour whichvehicle is also capable of being driven under its own power as a normalvehicle on the highways.

In modern warfare it is expected that in the next war the transport ofsupplies and personnel must be by vehicles of the highest speed with aminimum necessity for roads and the largest volume of freight andpersonnel transportation per mile in the shortest possible space of timeto meet the expected tactical and strategic situation. This invention isdirected to the solution of that problem by having a combined land andair vehicle capable of high speeds without the necessity of highways,elaborate railways or the like.

It is, therefore, the principal object of this invention to provde avehicle that is both a land vehicle and an air vehicle capable of highspeeds and heavy loads and which can be used on highways as well asconnected to its guide rail.

It is a further object of the invention to provide a vehicle of greatrigidity and strength with a tubular backbone on which is carried thebody supporting frame and the articulated axles and wheels as well asmeans for detachably attaching itself to a single rail to which it isloosely connected to permit of the elevation of the body while it isbeing driven by its power and guided by the rail.

It is another object of this invention to provide a high speed landvehicle which when traveling upon a rail is adapted for limited verticalmovement and which has propeller means for lifting the vehicle when thevehicle is under way.

It is an additional object of this invention to provide a high speedland vehicle having running gear with hydraulic means for resilientlymaintaining the axles of the vehicle in laterally extending position,and which means are also adapted for selectively raising or lowering thewheels with respect to the vehicle body.

Other objects and advantages of this invention will become apparent uponreference to the accompanying description when taken in conjunction withthe following drawings, wherein:

Figure 1 is an overall perspective view of the land vehicle constructedin accordance with the teachings of this invention;

Figure 2 is a sectional view taken along the lines 22 of Figure 1;

Figure 3 is a sectional view taken along the lines 3-3 of Figure 4 andin enlarged scale;

Figure 4 is a top plan view of the propeller shown in Figure 2;

Figure 5 is a perspective view with a portion removed of the propellerhub assembly shownin Figure 3;-

Figure 6 is a sectional view similar to Figure 2 and showing amodification in the propeller assembly;

Figure 7 is a sectional view similar to that-of Figure 2 and Figure 6and showing a turbo-jet employed instead of a propeller;

Figure 8 is an overall perspective view of the running gear employed onthe vehicle of this invention;

Figure 9 is a sectional view taken along the lines 9-9 of Figure 8;

Figure 10 is a front elevational view of the right front wheel of therunning gear of Figure 8 with a section taken along the lines 10-10 ofFigure 14;

Figure 11 is a front elevational view of the left rear wheel of therunning gear shown in Figure 8, with a section taken along the lines11-11 of Figure 8;

Figure 12 is a schematic view of the hydraulic circuit employed forraising and lowering the wheels;

Figure 13 is a vertical sectional view of a control valve used in thecircuit shown in Figure 12;

Figure 14 is a top plan view of the forward portion of the vehiclerunning gear and showing the right and left front wheels;

Figure 15 is a sectional view taken along the lines 15-45 of Figure 20;

Figures 1618 are front elevational views of a pair of wheels of therunning gear showing the various positions of the wheels and railclamps;

Figure 19 is a vertical sectional view of a modified rail and railclamps therefor;

Figure 20 is an overall perspective view of a modification of the railvehicle of this invention;

Figure 21 is a partial sectional view taken along the lines 2121 ofFigure 20;

Figure 22 is a schematic view of the indicating circuit attached to thesector gear shown in Figure 21; and

Figure 23 is a front elevational View of the instrument panel employedin the vehicle of this invention.

Returning now to the drawings, more particularly to Figure 1 whereinlike reference symbols indicate the same parts throughout the variousviews, 1 indicates generally a land vehicle constructed in accordancewith the teachings of this invention. Vehicle 1 comprises a power andcontrol cab 2 and cargo vehicles 3 and 4. Each of the components of thevehicle are mounted upon wheels 5 having rubber tires 6 which wheelsstraddle a single rail 7. The rail 7 is mounted in a roadbed 8. 1heroad-bed 8 need not be as elaborate as a conventional highway, since athigh speeds the roadbed will sustain very little of the weight of thevehicle in a manner which will be presently described.

The rail 7 may be a conventional railroad rail of the welded typewherein joints between the individual rails are eliminated.

The control car 2 of the vehicle comprises a control cab 9 having a topwall 10 upon which 18 mounted a turbo jet 11. The turbo jet 11constitutes a source of power for propelling the vehicle and a rocketmay be substituted therefor.

Each of the cargo vehicles 3 and 4 has a top wall 12, bottom wall 13 andside walls 14 and 15. Doors 16 are provided for admission to theinterior of the cargo car.

Proceeding next to Figure 2 there is illustrated lifting means 17 whichis mounted in the top wall 12 of the cargo car 3 and is adapted forlifting the vehicle when the vehicle is being propelled under high speedand guided by the rail. The lifting means 17 comprises an opening 18 inthe top wall 12 of the cargo car 3. An enclosure 19 having its top open,as indicated at 20, surrounds the opening 18. There are side openings 21and 22 in the side 'walls 14 and 15 respectively. The openings 21 and 22communicate through passages 23 and 24 with the top wall opening 18 andthence to the atmosphere through the opening 20 in the enclosure 19. Acontrarotating propeller 25 is mounted in the enclosure 19. Thepropeller 25 is shown in Figures 3-5 and is powered through a suitabletransmission from apower source 26 which comprises an internalcombustion engine. 'Other forms of power, however, such as gasturbines-diesel engines or the like, may be readily employed to rotatethe propeller 25. A tank 27 which contains fuel for the prime 'mover 26is mounted within the cargo car and an exhaust 28 leads from a manifold29 of the prime mover to the side wall 14 where it discharges theexhaust gases to the atmosphere at 30.

Propeller 25 comprises an upper hub 31 and a lower hub 32, each of whichcontain gearing to permit the rotation of the hub components in oppositedirections. The hubs 31 and 32 are supported by a plurality of arms 33which are secured to the inner surfaces of the enclosure 19.

The upper hub 31 has three equally spaced propeller blades 34 attachedthereto. Similarly, the lower propeller hub 32 has a like plurality ofpropeller blades 35 extending therefrom.

Also indicated in Figure 3 is the manner in which the internalcombustion engine is drivingly connected to rotate the propeller 25. Theprime mover 26 drives a drive shaft 36 which transmits power from theprime mover to the lower hub 32. Gear means within the hubs transmitpower to the upper hub.

In Figure 6 there is illustrated a modification of the propeller liftingmeans disclosed in Figures 2 through 5. In this modification a propeller37 is driven by a shaft 38 from a prime mover 39 which is mounted uponthe top wall 12 of the cargo car. In this modification a much largerpropeller may be employed since there is no enclosure surrounding thepropeller. The lifting action of the modification of Figure 6 is quitesimilarto that em ployed by the conventional helicopter.

In Figure 7 there is illustrated another modification of lifting meansfor the cargo cars of this invention. In this modification a tubularmember 40 is mounted between the top wall 12 and the bottom wall 13 ofthe cargo car. The tubular member 40 is open at both its upper and lowerends and a turbo jet 41 is mounted in the upper end of the tubularmember. Operation of the turbo jet results in discharging the exhaustgases downwardly, as-indicated at 42, to lift the cargo cars-in aconventional manner when they are under way.

In Figure 8 there is illustrated the structure by which the wheels ofthe locomotive 2 and the cargo cars 3 and 4 are supported from a runninggear comprising a longitudinally extending tubular frame member 43 whichis mounted beneath the bottom wall of the vehicle and is aligned withthe longitudinal axis of the vehicle. The tubular frame member 43 issecured to the bottom wall of the vehicle by the mounts 44A, 44B and44C.

A pair of steerable wheels, indicated generallyat 45, are mounted uponarticulated front axles 46 and -47, each of which has an innersupporting base 48 and extends laterally outwardly through opposedopenings 49 and St) in the tubular frame member '43. This mounting ofthe wheels and axles may be more clearly seen by referring to Figuresand 11 where it is noted that the supporting base 48 has a curvedsurface 51 which conforms to the curvature of the inner wall of thetubular frame member 43. The surface 51 is adapted to-s'lidably engagethe inner surface of the tubular frame member. The supporting base 48has an upper-contact surface 52 and a lower contact surface 53. Thesurfaces-52 and 53 :are perpendicular to the axes of and opposite fromthe axles 46 and 47.

Referring to Figurell the outer end of the'rear 'axle 46, as indicatedat-54, hasa spin'dle 55 thereon upon which the wheel 5 is suitablyjournalled on bearings indicated at '56. The wheel 5 also has hydraulicbrakes 57 which are actuated by a hydraulic line 58 which leads to asource of hydraulic pressure. Except for the steering mechanism to belater described, both front and rear axle structures are similar.

The axles 46 and 47 are resiliently maintained in a laterally'extendingposition with respect to the tubular frame member 43 by hydraulic motors59 and 60 which are vertically spaced within the tubular frame member asillustrated in both Figures 10 and 11.

' The hydraulic motors 59 and 60 comprise cylinders 61 and 62 which arefixedly mounted within the tubular frame member 43 and opposite the axlewhich said hydraulic motors are to. actuate. Reciprocably receivedwithin the cylinders are pistons 63 and 64 to which are attached pistonrods 65 and 66 which project outwardly from the respective hydraulicmotors and engage the. axle contact surfaces 52 and 53 respectively, asshown in Figures 10 and 11.

Referring to Figures 10, 11 and 12, the upper hydraulic motor is largerin size than the lower hydraulic motor. This is necessary because of thenormal position of the axles 46 and 47, pressure must be continuallyexerted by the upper hydraulic motor against the contact surface 52 tomaintain the axles in a laterally extending position while supportingthe weight of the vehicle, whereas when the axles are lifted only theweight of the wheels and axles must be raised, since the vehicle iseither airborne or riding on the runners.

The various components of the hydraulic system to the hydraulic motors59 and 60 are mounted beneath the tubular frame mount 44B and the systemis schematically illustrated in Figure 12. The hydraulic systemcomprises a-motor 67 which drives a hydraulic pump 68 to pump fluid froma reservoir 69 through a high pressure supply line 708. A normally openvalve 71 is connected to the supply line 70 by conduit 72 and deliversfluid under pressure through conduit 73 to the pressure side of thehydraulic motor 59. This pressure is suflicient'to maintain the piston63 in the position illustrated in Figure 12 which position will maintainthe axle extending laterally from the tubular frame member 43 and willsustain the weight of the vehicle. Any surplus supply pressure isdrained through a line 74 through a check valve 75 through a line 76 toa return line 70R which leads to the reservoir 69. The check valve 75opens only at pressures above that necessary to maintain the weight ofthe vehicle. A normally closed valve 77 communicates with theconduit 73by a line 78 and with the return line 70R by a line 79.

The valves connecting the hydraulic motor 60 are similarly arranged andcomprise a normally closed valve 80 which is connected to the supplyline 70S'by conduit 81 to deliver fluid under pressure through conduit82 to the pressure side of the hydraulic motor 60 when the 'valve 80 isopened. A line 83 from the conduit 82 leads to a check valve 84 which isconnected by a line 85 to the return line 70R. A normally open bleedervalve 86 is connected by aconduit 87 to the conduit 82 and communicateswith the return line 70R through line 88.

When it is desired to raise the wheels from contact with the surface avalve body 89, which has a sliding valve member 90, shown in Figure 13,is operated. The valve body 89 is shown as housing the valves71, 75 and'77 connected to the hydraulic motor 59 but is the same for the valves80, 84 and 86 connected to hydraulic motor 60. The valve member 90 isactuated by energizing a solenoid 91 mounted on the valve body 89. Thevalve member has passages 92A-C which communicate respectively with theconduits 78, 79; 72, 73; and 74, 76. The valve member 90 is'shown inFigure 13 in its normal position corresponding to the valve positions inFigure 12. Energization of the solenoid 91wi1l move the valve member 90to the left as viewed in Figure 13 to open the valve 77 and close thevalves 71 and 75. Simultaneously therewith, the valve 80 is opened toadmit fluid under pressure to the pressure side of the hydraulic motor60. This will move the piston 64 outwardly and the action of the pistonrod 66 on the lower contact surface 53 will raise the axle. At this timethere is no pressure in the hydraulic motor 59.

As shown in Figure 14, the pair of Wheels 45 may be equipped withmechanism to steer the vehicle when it is operated free of the rail. Inthe structure illustrated in Figure 14, axles 93 and 94 which arerespectively similar to the axles 46 and 47 extend laterally outwardlyfrom the tubular frame 43. The inner ends of the axles 93 and 94 aresimilar to the inner ends of the axles 46 and 47 and are similarlyoperated by an hydraulic system to pivot the axles with respect to thetubular frame member.

On the outer ends of the axles 93 and 94, as indicated at 95 and 96,there are pivotally mounted at 97 and 98 spindles 99 and 100. Steeringarms 101 and 102 extend from the spindles 99 and 100 respectively andare linked by the arms 103 and 104 to a common link 105 which has oneend 106 pivotally mounted upon a pin 107 which is fixedly positionedupon an arm 108 extending outwardly from the tubular frame 43.

The rear end of the link 105 is pivotally mounted at 109 by an arm 110to a steering link 111 which has one end fixed to a hydraulic motor 112.The hydraulic motor 112 is actuated by a suitable hydraulic controlsystem which is regulated from the control cab 9 of the land vehicle.

The land vehicle is attached to the rail 7 by rail gripping apparatus,indicated generally at 113 in Figures 8 and 15. The rail grippingapparatus 113 comprises a pair of annular mounting rings 114 and 115which are mounted in tandem on the tubular frame member 43, asillustrated in Figures 8 and 9. The mounting rings 114 and 115 arepivotally mounted upon the tubular frame member and have depending arms116 and 117 respectively, each of which have laterally extending grooves118 and 119 which are shaped to grip the head of the rail 7, as shown inFigure 15. The vertical distance of the grooves 118 and 119 is greaterthan the height of the rail head which permits limited vertical movementof the clamping arms 116 and 117 when gripping the rail.

The mounting rings 114 and 115 have laterally extending arms 120 and 121which are pivotally connected at 122 and 123 to piston arms 124 and 125respectively. The piston arms are energized by hydraulic motors 126 and127 respectively, which are pivotally mounted by pins 128 and 129 andbrackets 130 and 131 to the underside of the vehicle.

The hydraulic motors 126 and 127 are connected to a hydraulic controlcircuit which is also regulated from the control cab 9 of the vehicle.Energization of the electric motors will result in clamping andunclamping of the rail by the rail gripping apparatus, as indicated inFigures 16 through 18.

When the vehicle is operating upon land at normal speeds, the clampswill be open in a position as illustrated in Figure l6. When the vehicleis to be run at high speed upon a rail, the rail gripping apparatus willbe closed, as illustrated in Figure 17, to permit the clamping arms togrip the rail, as illustrated therein. When the vehicle has attainedfull speed, the wheels are lifted in-the manner as previously describedto the position illustrated in Figure 18 and the vehicle is guided alongthe rail solely by the rail gripping means, also shown in Figure 18.

The operation of the rail gripping apparatus may be coordinated with thewheel raising control system whereby when the control to raise thewheels is energized, the rail gripping apparatus will clamp the railprior to the response of the wheel raising apparatus to the controls.

While it is possible to employ the land vehicle of this invention to theconventional railroad rail, a modified form of the rail, as shown inFigure 19, may also be employed. In the modified rail form, indicated at132, the head 133 is substantially circular in cross section and thegrooves and the modified clamping arms 134 and 135 of the rail grippingapparatus are curved to conform to the outline of a circular rail head.The remaining struc ture of the rail gripping apparatus is similar tothat previously described in connection with the structure illustratedin Figures 15 through 18.

In Figure 20 there is illustrated a modification of the rail vehicle ofthis invention, wherein lifting of the vehicle above the rails isachieved by means of a plurality of lifting surfaces having air foilsections. Figure 20 illustrates a vehicle 136 having rubber tired wheels137 which straddle a rail 138. Rail gripping apparatus similar to thatdescribed above is employed to guide the vehicle upon the rail 138.

The vehicle 136 is propelled by turbo jets 139 and 140 which are mountedon the roof of the vehicle. Multiple lifting surfaces 141 and 142 arepositioned both in front of and to the rear of the turbo jets 139 and140.

Each of the lifting structures 141 and 142 comprises a plurality ofwing-like lifting surfaces 143. The lifting surfaces 143 have apronounced stagger and have an airfoil cross section which is suitablefor high speed travel.

The angle of incidence of the lifting structures 141 and 142 may beadjusted by the structure illustrated in Figure 21. In Figure 21 avertical supporting member 144 which connects the lower lifting surface143 of each of the lifting structures is pivotally mounted by a pin 145which is supported in the brackets 146. The brackets and pin areenclosed by a streamlined housing 147 which has an opening 148 throughwhich the support member 144 extends.

A sector gear 149 is fastened upon the lower end of the verticalsupporting member 144. The sector gear 149 meshes with a worm 150mounted upon a shaft 151 which is driven by a reversible electric motor152 mounted by a bracket 153 from the top wall of the vehicle.

In Figure 22 there is illustrated indicating means which reveals theangle at which the wing structure is positioned. The indicating meanscomprises an arm 154 which extends from the sector gear 149. There is anelectrical contact 155 at the end of the arm 154 which contacts aresistance 156 to function as a potentiometer. A source of current isprovided by a battery 157 and the current flowing through the circuit isindicated on a calibrated scale 158 by a pointer 159 on the wing angleindicator 160. Varying the angle of the lifting structure will positionthe contact 155 along the resistance 156. The variation in theresistance will vary the current flowing through the indicator circuit.The scale 158 is calibrated in degrees which correspond to the currentflowing therethrough. Consequently, the angle at which the liftingsurfaces are positioned is read directly from the instrument 160.

The wing angle indicator 160 is mounted in an instrument panel 161illustrated in Figure 23. The instrument panel 161 may be employed ineither embodiment of the land vehicle.

The instruments and the controls for the engines are conventional andare as indicated on that portion of the control panel reserved forengine control and indicated at 162. A speedometer 163 surmounts thepanel 161.

The wheels are adjusted to the raised or lowered position by theoperating handle 164 which is moved to either of the indicatedpositions. Colored signal light indicators 165 and 166 are employed toindicate the up and down positions respectively of the wheels. Thepressure of the wheel hydraulic system is indicated by the pressuregauge 167. When the pressure falls below a predetermined minimum, thehydraulic pump is energized by actuation of the switch 168.-

The rail gripping clamps are operated by a control lever 169 bypositioning the lever, as indicated. The

17 'temperature'rofthe clamps resulting from their frictional contactwith the rail is indicated on thepgauges 170.

An operating handle 171 is provided to energize the electric motor 152to vary the'angle'of incidence of the lifting surfaces 143. Aspreviously described, the angle of incidence is indicated on the gauges160.

In operation, the land vehicle of this invention may be driven along thehighway as a conventional automobile. However, for high speedtransportation a single rail structure may be employed. The vehicle isdriven to enable the wheels to straddle the rail and the rail grippingapparatus is operated to close the clamps about the rail. The vehicle isthen propelled along the rail by either turbo jets or rockets until fullspeed is attained. At this time the lifting structure, which maycomprise either propellers, turbo jets or wings, lifts the vehicle alimited amount as determined by'the play between therail clamps and therail. Consequently, the major portion of the Weight of the vehicle willbe removed from the rail. This will permit high speed operation of thevehicle and will :eliminate a substantial amount of friction generatedby the engagement of the rail clamps and the rail.

Since amajor portion of the weight of the vehicle is .borne by the railwhen thevehicle is operating at full speed, it is not necessary toprovide expensive and :elaborate road structures to support the vehiclewheels. The result is a high speed land vehicle which can carry cargo orpersonnel and whichrnay operate either upon a conventional highway orrail.

' It will be understood that this invention is susceptible tomodification in order to adapt it to different usages and conditions,and, accordingly, it is desired to comprehend such modifications withinthis inventiomas may fall within the scope of the appended claims.

What isxclaimed is:

.l. A self-propelled :land vehicle which is guided by a c-Tlil andcomprising a vehicle body having a plurality of pairs of wheels forsupporting the vehicle upon the .ground, jet propulsion units on saidvehicle body for ,propelling the'vehicle, :means on said vehicle bodyfor lifting the vehicle by an aerodynamicreaction with-the air, a clampmeans movably mounted on and depending from the undersurface of thevehicle body between said wheels, said clamp means having opposite:flanges extending inwardly toward each other for engaging the undersideof the rail head, thesaid clamp means also having laterally extendinggrooves above said flanges opening toward each other forireceiving therail head rtherebetween, the vertical distance of said laterally eX-ztending grooves being greater than theheight of the rail head to limitthe vertical lifting of the vehicle but to maintain the vehicle inengagement with the rail, and :means for moving the flanges of saidclamp means away from each other whereby the clamp means'may be detachedfrom the rail and the vehicle can travel on the 'ground independently ofthe rail.

2. A self-propelled land vehicle which is guided by a rail andcomprising a vehicle body having a'plurality of pairs of wheels forsupporting the vehicle upon the ground, jet propulsion units on saidvehicle body for (propelling the vehicle, means on said, vehicle bodyfor lifting the vehicle by an aerodynamic reaction with the air, a clampdepending from the undersurface of the vehicle body and comprising twoportions each. of which is movably mounted on the vehicle body formovement toward and away from eachiother, there being a laterallyextending groove'in each of said clamp portions with said groovesopening toward each other toreceive the "rail head therein to guide thevehicle when traveling upon the ground, the vertical distance of saidlaterally extending grooves being greater than the height of the railhead to limit the vertical lifting of the vehic'e but to maintain thevehicle in en agement with therail, said :clamp portions being movableaway from each other :whereby the clamp .may be detached zfromfthe:railvand 8 the *vehicle can travel upon the ground independently of therail.

,3. A self-propelled land vehicle which is guided by a rail andcomprising a vehicle body having ,a plurality of pairs of Wheels forsupporting the vehicle upon the ground, jet propulsion units on saidvehicle body for propelling the vehicle, means on said vehicle body forlifting the vehicle by an aerodynamic reaction with the air, a clampmovably mounted on and depending from the undersurface of the vehiclebody between said wheels, said clamp having opposing flanges extendinginwardly toward each other for engaging the underside of the rail head,the said clamp also having laterally extending grooves above saidflanges opening toward each other for receiving the rail headtherebetween, the vertical distance of said laterally extending groovesbeing greater than the height of the rail head to limit the verticallifting of the vehicle but to maintain the vehicle in engagement withthe rail, means for moving the opposed flanges of said clamps-away-fromeach other whereby the clamp may be detached from the rail and thevehicle can travel on the ground independently of the rail, and means.On said vehicle body for elevating said wheels from contact with theground at a predetermined speed so that said vehicle is guided byengagement of the clamp with the rail.

4. A self-propelled land vehicle which is guided by a rail andcomprising a vehicle body having a plurality of pairs of wheels forsupporting the vehicle upon the ground, a longitudinally extendingtubular member mounted on the under surface of said vehicle body, aplurality of axles extending laterally from opposing sides of saidtubular member and having wheels on the outer end thereof to supportsaid vehicle on the ground, jet propulsion units on said vehicle bodyfor propelling the vehicle, means on said vehicle body for lifting thevehicle by an aerodynamic reaction with the air, a clamp depending fromthe undersurface of the vehicle body and comprising two portions each ofwhich is movably mounted on the vehicle body for movement toward andaway from each other, there being a laterally extending groove-in eachof said clamp portions with said grooves opening toward each other toreceive a rail head therein to guide the vehicle when traveling upon theground, the vertical distance of said laterally extending grooves beinggreater than the height of the rail head to limit the vertical liftingof the vehicle but to maintain the vehicle in engagement with the rail,means on said tubular member for pivoting said axles to elevate thewheels above the ground when the vehicle is traveling at high speeds andis engaged with the rail by the clamp, and means for moving said clampportions away from each other whereby the clamp may be detached from therail andthe vehicle can travel upon the ground independently of therail.

5. A self-propelled land vehicle which is guided by a rail andcomprising a vehicle body having top and side walls and also having aplurality of pat'rs of wheels for supporting the vehicle upon theground, there being an opening in the top wal of said body, an enclosurehaving its top open surrounding said top wall opening, there beingopenings in said vehicle body side walls communicating with said topwall opening, propeller means mounted within said enclosure, a source ofpower for rotating said propeller means jet propulsion units on saidvehicle body for propelling the vehice, a clamp depending frornthe'un'dersurface of the vehicle body and comprising two portions eachof which is movably mounted on the vehicle body for movement toward andaway from each other, there being a laterally extending groove in eachof said clamp portions with said grooves opening toward each other toreceive the rail heed therein 'andguide the vehicle when traveling uponthe ground,

the vertical distance ofsaid laterally extending grooves being greaterthan the height of the rail head to limit the vertical lifting of thevehicle by said propeller means but to maintain the vehicle inengagement with the rail, said clamp portions being movable away fromeach other whereby said clamp may be detached from the rail and Elisevetliicle can travel upon the ground independently of e ra1 6. Aself-propelled land vehicle adapted for guidance by a rail having a railhead and comprising a vehicle body having wheels for supporting thevehicle upon the ground, reaction propulsion means on said vehicle bodyfor propelling the vehicle, means on said vehicle body for lifting thevehicle by reaction with the air, clamp means mounted on said vehiclebody and loosely fitting around said rail head so as to limit both thevertical and lateral movement of said vehicle with respect to said railand to maintain the vehicle in engagement with said rail, and means onsaid vehicle body for releasing said clamp means from around said railhead but said clamp means remaining mounted on said vehicle body so asto disengage the vehicle from said rail whereby the vehicle can travelon the ground independently of the rail.

7. A self-propelled land vehicle which is guided by a rail andcomprising a vehicle body having wheels for supporting the vehicle uponthe ground, means on said vehicle body for propelling the vehicle, meanson said vehicle body for lifting the vehicle, a clamp means movablymounted on and depending from the undersurface of the vehicle body, saidclamp means having opposing flanges extending inwardly toward each otherfor engaging the underside of the rail head, the said clamp means alsohaving laterally extending grooves above said flanges opening towardeach other for receiving the rail head therebetween, the verticaldistance of said laterally extending grooves being greater than theheight of the rail head to limit the vertical lifting of the vehicle butto maintain the vehicle in engagement with the rail, and means formoving the flanges of said clamp means away from each other whereby theclamp means may be detached from the rail and the vehicle can travel onthe ground independently of the rail.

References Cited in the file of this patent UNITED STATES PATENTS553,068 Kallam Jan. 14, 1896 10 Hans'ler July 21, Strickler Oct. 8,Neville Sept. 14, Laur Dec. 24, Roghmanns May 9, Malcolm Oct. 19, ValdesMay 24, Archer July 19, Robertson Sept. 18, Nicin Jan. 8, Messner Oct.29, Kucharzik et a1. Feb. 25, Albers May 27, Ballou Mar. 15, MerrillDec. 6, Brown Jan. 31, Cornet Mar. 14, Wulle May 24, Daus June 21, MabieNov. 28, Porsche Dec. 19, Willson Aug. 5, Coburn Aug. 18, Dornier Jan.19, Willson Apr. 4, Briscoe Dec. 19, Ward Jan. 15, Maxson et al. Jan. 7,Brown Jan. 18, Owen Apr. 12, Maxson July 11, Catalano May 29, Martin eta1. Oct. 26, Birnbaum Sept. 13, Northrop et a1. Nov. 29, Northrop et a1.Feb. 14, Payne June 26,

FOREIGN PATENTS Germany Dec. 18, Germany Apr. 29,

OTHER REFERENCES Popular Mechanics, July 1957, pages 74-80, 104-23.

